Breckland Line

[HSTEd]

I've been wondering about the Breckland line with its rather old fashioned infrastructure and its apparently entirely sprinter derived passenger services.

I was wondering if there are any "SP" differential speeds in effect on the route and what the non-"SP" route speeds are.
Additionally if such limitations are in effect would there be scope for "HST" speeds between the two to be implemented to enable differential running of DEMUs such as the Cl222?

 

[Xenophon PCDGS]

Having seen the matter of this line being brought into the equation towards the end of a thread on the NR General Discussion Forum, I wondered how long it would be, before this particular discussion appeared on the Infrastructure Forum.

 

[HSTEd]

Having seen the matter of this line being brought into the equation towards the end of a thread on the NR General Discussion Forum, I wondered how long it would be, before this particular discussion appeared on the Infrastructure Forum.

Yes, I didn't want to drag that particular thread any further off course.
Sorry about that.

 

[Xenophon PCDGS]

The Breckland Line runs from Norwich to Cambridge, via Ely, and is double tracked throughout its route. It is part of the Network Rail Strategic Route 5.

 

[jopsuk]

Much of the line does have a VERY limited service> I have wondered if there would be scope for recasting the services on both this line and Ely-Peterbrough, such that the NXEA services call at all stations on every service and the EMT services (and XC on the Ely-Peterborough) miss all or most stops.
I'd get of Shippea Hill and put in a decent sized carpark at Lakenheath

 

[Bald Rick]

Yes there are SP differentials. Very broadly speaking, non SP is 45mph west of Brandon, and 75mph east of there. There are a number of localised variations.

The reason for the differential west of Brandon is that the formation is decidedly iffy around there, and having anything of weight pounding the track at speed will cause it to deteriorate rapidly, with resulting TSRs for all traffic.

The resignalling that gets commissioned June is specified for 100mph, although a lot of track and formation work would be needed to make that a reality.

 

[LE Greys]

Yes there are SP differentials. Very broadly speaking, non SP is 45mph west of Brandon, and 75mph east of there. There are a number of localised variations.

The reason for the differential west of Brandon is that the formation is decidedly iffy around there, and having anything of weight pounding the track at speed will cause it to deteriorate rapidly, with resulting TSRs for all traffic.

The resignalling that gets commissioned June is specified for 100mph, although a lot of track and formation work would be needed to make that a reality.

I take it this is the main reason we don't see the occasional Meridian on Norwich-Liverpool. Pity, they might do well on the rest of that route.

 

[HSTEd]

Yes there are SP differentials. Very broadly speaking, non SP is 45mph west of Brandon, and 75mph east of there. There are a number of localised variations.

The reason for the differential west of Brandon is that the formation is decidedly iffy around there, and having anything of weight pounding the track at speed will cause it to deteriorate rapidly, with resulting TSRs for all traffic.

The resignalling that gets commissioned June is specified for 100mph, although a lot of track and formation work would be needed to make that a reality.

Broadly speaking, is the SP 90mph throughout or 75mph west of Brandon or something like that?

Its been years since Ive been on the line, is there still any jointed rail there or is CWR?
What would it take to get the SP/MU limit up to 100mph to go with the signalling upgrade?

 

[dk1]

Broadly speaking, is the SP 90mph throughout or 75mph west of Brandon or something like that?

Its been years since Ive been on the line, is there still any jointed rail there or is CWR?
What would it take to get the SP/MU limit up to 100mph to go with the signalling upgrade?

Re-signalling currently on-going will be based on 90mph running. This will not mean that 90mph will be available throughout though as will depend on track condition etc. Apparently the cost of 100mph running & additional inspections make this line speed non viable. The current service pattern works well. Next major change will be Ely West Curve returning to full bi-di running thus allowing several EMT service to avoid Ely station. I think this is planned to happen when XC goes half-hourly Cambridge to Birmingham.

 

[Big Chris]

Avoiding Ely would surely be a downgrade for Norwich to Cambridge pax as at the moment there is an effective 2tph service between the two with one direct and one with a change at Ely. Also Ely is goo for connections to Ipswich and Bury St Edmunds.
Lakenheath Station should never had the Car Park behind the Cambridge platform sold. Considering it is several miles from Lakenheath village, over a mile from Hockwold and further from Feltwell and Mildenhall along roads with no path it could effectively be a local 'parkway' station for several fairly large communities. That said Brandon is well served with a substantial car park. Shippea Hill on the other hand is pretty much in the middle of nowhere, with little scope for increasing passenger numbers substantially.

 

[Bald Rick]

I'm going to correct myself.

West of Lakenheath it is mostly 45/SP75. East of Lakenheath it is mostly 75/SP90, albeit with some stretches at 75 for everything.

On resignalling, where possible, the signals will be spaced for 100mph running. I know because I specified it. It is a once in 40 years opportunity to sort the signal spacing out for no additional cost.

There are, as often mentioned, another 80 or so factors that restrict linespeed, none of which are being resolved under the resignalling. As mentioned above the track inspection frequency is one such item. Of particular note on this line is track quality, the number of old S&C units, level crossing risk and passive level crossing sighting. All of which cost money to resolve, and the relatively minor time saving that 100 mph gives would not provide sufficient financial or social gains to justify.

However when each of these items is tackled under standard renewal plans in the coming decades, the incremental cost of increasing the linespeed is reduced, and one day the business case will pay.

 

[DXMachina]

^ I wish this sort of thinking was the rule rather than the exception

 

[Bald Rick]

Believe it or not it is the rule. It's just that the news doesn't often get out!